Eyed axis-locating engine unit mounting



Dec. 8, 1936. R s TRQTT ET AL 2,063,064

EYED AXIS-LOCATING ENGINE UNIT MOUNTING Filed NOV. '18, 1933 4Sheets-Sheet l Dec. 8, 1936. R. S. TROTT ET AL 2,063,064

EYED AXIS-LOCATING ENGINE UNIT MOUNTING Filed Nov. 18, 1933 4Sheets-Sheet 2 1 10 OZ DT 1 0 I" QOZZQ/yd J. W077 e 8, 1936. R. s. TROTTET AL 64 EYED AXIS-LOCATING ENGINE UNIT MOUNTING Filed Nov. 18 1935 4Sheets-Sheet 5 I ncmmsrs 3 QoZ/dha J: W077" Patented Dec. 8, 1936 UNITEDSTATES EYED AXIS-LOCATING ENGINE UNIT MOUNTING Rolland S. Trott, Denver,(3010., and Wilbur Vincent Thelander, Rockford, 111.; said Thelanderassignor to said Trott Application November 18, 1933, Serial No. 698,720

11 Claims.

This invention has to do with engine unit mountings by which engineunits may be mounted upon their supports or frames, and more especiallyto metallic engine unit mountings adapted to provide resiliently opposedtransverse movement in any direction combined with torque cushioningoscillation about a longitudinal axis passing substantially through thecenter of gravity of the engine unit and intersecting the crankshaft ofthe engine unit adjacent one of the mounting structures.

More specifically this invention shall be known as the eyed,axis-locating engine unit mounting, wherein both the front and rearmountings are so positioned and the opposition to the engine forces issuch, as to definitely determine the axis of oscillation as passingdirectly through the centers of both points of the mounting. The frontmounting, as will be seen in the figures hereinafter described, has thesprings so located as to be diametrically opposite one another, and aline drawn through the eyes or attaching portions will intersect theaxis of oscillation whether the springs be at the same level or not andthe eyed portion may be attached either to the engine unit or to thesupporting member.

If so desired, the springs may be clamped at both ends, as morespecifically set forth in our co-pending and supplementary applicationwhich is known as the clamped, axis-locating engine unit mounting,Serial No. 698,721, filed November 18, 1933; and in either case whetherthe springs are attached by means of the eye or by the clamping method,the oscillatory movement provided by the springs will be at the level ofthe axis of oscillation of the engine unit. In all cases shown, theeyes, or attaching portions 10- cate the axis, but it may be desirablein some cases to so position the eyes, or attaching portions, as to haveone below the axis level and one above the axis level, but stilldiametrically opposed with respect to the axis at that point.

This application was executed and filed at the same time and inconjunction with our co-pending application, which is entitled theclamped, axis-locating engine mounting, Serial No. 698,721, filedNovember 18, 1933, its variation being in the use of one eyed portionand one clamped portion rather than having both ends clamped as in theother case.

The eye positions of the springs are substantially at the level of theaxis of oscillation of the engine unit, and the eyed. portions may bemounted upon either the engine unit or the frame or supporting member.

By means of the front mounting construction as set forth in thisinvention, we are able by the proper placing of the eyes substantiallyat the level of the axis of oscillation and diametrically opposite eachother at the front of the engine,

unit, to very closely locate the pivote point and thereby preventappreciable lateral mass displacement.

By experiment we have found that the front mounting, as set forth inthis invention, may or may not resiliently oppose the torque forcesincident to the operation of the power plant and that the rear mountingmay be of various types of construction and may assist the frontmounting in opposing a part of the torque forces, or may be of a typewhich does not assist the front mounting in opposing torque forces. Andin case neither mounting acts to sufiiciently oppose the torque forces,we have found that additional torque opposing means may besatisfactori1y used.

The object of this invention is to provide a metallic engine mountingstructure which will, under any and all conditions, quite closely thoughresiliently preserve the position of the higher end of the axis ofoscillation while also acting to provide resiliently opposed oscillationof the engine unit about said axis.

A further object is to provide a metallic engine mounting structurewhich will under any and all conditions quite closely though resilientlypreserve the position of the lower end of the axis of oscillation whilepermitting torque cushioning oscillation of the engine unit about saidaxis.

A further object is to provide both front and rear metallic mountings,either of which will cooperate with a non-metallic mounting structure toprovide a satisfactory mounting for an engine unit which will properlycushion transverse and torque forces incident to its operation.

A further object is to provide a metallic front mounting in which theresilient resistance to horizontal transverse movement may besuificiently increased to properly maintain the position of that end ofthe axis of oscillation even under the most extreme torque conditions atlow engine speed while still maintaining sufficiently resilient verticalmovement.

A further object is to provide a metallic rear mounting in which theresilient resistance to horizontal transverse movement may besufiiciently increased to properly maintain the position of the axis ofoscillation even under the most extreme torque conditions at low enginespeed while still maintaining sufliciently resilient vertical movement.

A further object is to provide a complete mounting for an engine unitwherein the resilient resistance to horizontal transverse movement atboth the front and the rear thereof may be so increased as to preventsubstantial mass displacement even under extreme high torque at lowspeed, while at the same time providing proper torque cushioningoscillation, combined with the proper slight amount of cushioningmovements in any transverse direction.

A further object is to provide a complete mounting for an engine unit tobe constructed of metal or non-deteriorating materials which will be oflow production cost and will facilitate ease of original assembly aswell as disassembly for servicing.

We accomplish the above objects by providing an eyed, axis-locatingmounting in which a leaf or round wire spring is constructed with theeyed portion attached to either the engine unit or the frame, andarranged to support weight and at the same time provide horizontal aswell as vertical movements along with the movements necessary for thetorque cushioning oscillation of the engine unit, and in which theposition of the eyes of the springs are employed to locate the axis ofoscillation.

The same general objects are accomplished to a. different degree in ourco-pending clamped axis-locating mounting application, referred toabove, which is supplementary to this. application.

All of the above is more fully described in detail hereinafter and isfully illustrated in the drawings, in which:

Fig. 1 is a plan view of an engine unit mounted by our eyed,axis-locating construction upon its frame, the eyed portions of themounting springs being substantially at the desired level of the axis ofoscillation at the front of the engine unit, and the rear mounting sodisposed as to locate the axis of oscillation adjacent the rear of theengine unit.

Fig. 2 is a side view of Figure 1.

Figs. 3-10 inclusive, and Figs. 21, 23, 24, 29 and 30, show variationsof our eyed axis-locating construction adapted to the front mounting.

Figs. 11-19, 22 and 28 show variations of the rear mounting constructionto be used in conjunction with the front mounting constructions as setforth in this or our co-pending invention above referred to.

Fig. 2.0 is a fragmentary sectional view through the eyed portion of oneform of construction of an eyed mounting spring.

Fig. 25 is a plan view of a rear mounting construction as shown inFigure 22, a front mounting construction as shown in Figure 24, and withthe addition of a torque spring.

Fig. 26 is a side view of Figure 25.

Fig. 27 is a section taken through the bell housing of the engine unitat the location of the torque spring mounting of Figure 25.

" Fig. 31 shows another form of front mounting.

Fig. 32 shows another form of rear mounting construction.

' Fig. 32A shows still another form of rear mounting construction.

Fig. 33 is a plan view of an engine um't mounting showing theconstructions illustrated in Figures 31 and 32..

Fig. 3e is a side view of Figure 33.

Fig. 35 is asection taken through the bell housing, showing a modifiedform of torque spring mounting.

Fig. 36 is a section through the pivot stud of the front mounting asshown in Figure 31.

Fig. 37 is a section through the eye of the spring used in the rearmounting construction as shown in Figure 32.

The construction of these various figures will now be described more indetail as follows:

In Figure 1, a front View of which is shown in Figure 8, the engine unitI is supported upon the front frame member 2 by means of the eyedc-springs 3, which are attached properly to the engine unit and have theeyed portions 4 supported in the brackets 5 which rest upon the frontframe member 2. The formed brackets 5 are also properly attached to thefender supports '6 by means of bolts, rivets or in any other propermanner as at 1, the brackets 5 and 6 combining to support the fender andthe front of the engine unit and being properly attached to the frame ofthe vehicle. It will be noted that the spring eyes 4 are at the level ofthe desired front end G-l of the axis of oscillation, and are carried bythe frame.

The rear of the engine unit I is supported by the C-sprin-gs 8, whichare bolted or otherwise properly attached to the rearwardly projectingportion 9 of the engine unit I, and rest in turn upon the rear framemember ID, and are bolted or otherwise properly attached thereto. An endview of this rear mounting construction is shown in Figure 13.

Figure 2 is a side view of Figure 1 and shows the axis of oscillation,GIG2, located at the front mounting, as at GI, and at the rear mounting,as at G2, both mountings so located that the axis of oscillation willintersect the center of gravity of the engine unit I Figure 3 shows oneform of front mounting construction wherein the eyed C-springs I I areproperly clamped to the brackets I2, which in turn rest upon and areattached to the front frame member 2 and the frame side rails I3, andproject outwardly so as to be properly at tached to the fender braces 6;or the brackets I2 and 6 may even be made in one piece, if desired.

The eyes of the springs II are carried by the engine unit I instead ofby the frame as in the Figure 1 and Figure 8 constructions. The eyes ofthe springs II are, however, at the level of the front end GI of theaxis of oscillation.

Figure 3A shows another form of mounting spring 58 of the C-spring type,but with both ends clamped rather than with the eyed construction forone end as shown in Figure 3. The spring 58 is bolted or otherwiseproperly attached to the engine unit I and to the bracket I2 and restsat the same angle with respect to the crankshaft as the spring II ofFigure 3. This type of spring, rigidly clamped at both ends, may besubstituted in any case or construction for the eyed c-springs as shownand set forth as a part of this invention, but it will not so definitelylocate the point GI as does the eyed construction.

Figure 3B shows another form of eyed C-spring for the front mountingsimilar to the springs II of Figure 3 but constructed of round wirerather than fiat spring steel as shown in Figure 3.

The spring 59 has the eyed end 60 flattened and curled to form the eye,which receives the V stud held in place by the bracket I6 of the timinggear cover back plate H, which is properly attached to the engine unitI.

The other end 6| of the spring 59 is curled and turned tothe eye 60, anda bolt is inserted in the eye 6| to clamp the spring 59 to the bracketI2. The U-clamp 62 serves to furtheir clamping portions in thehorizontal plane, and supported by and attached to the brackets M. Thebrackets I4 rest upon and are attached to the front frame member 2. Theeyed portions 55 receive the mounting studs which are properly securedto the brackets IS. The brackets iii are attached to the timing gearcover back plate H, which is properly attached to the engine unit I.

Figure 4A shows a construction that is somewhat similar to that shown inFigure 4 but wherein the front of the engine unit I is mounted upon theone and one-quarter wrap mounting springs 99, which are pivotallyattached as at la to the engine unit at the level of the axis ofoscillation. The mounting springs 99 rest upon and are properly securedto the support brackets Ifiil which are bolted or otherwise properlyattached to the front frame member 2.

Figure shows another form of front mounting construction wherein theeyed C-springs I8 have a reverse loop and are attached directly to thefront frame member 2, and the studs for mounting the eyed portions I5are properly attached to the engine unit I at the level of the axis ofoscillation.

Figure 6 shows another form of front mounting construction wherein theeyed Csprings II are rigidly attached to the brackets I9 by the twobolts 63 and the clamp and bolts as shown at t l, the brackets I9 beingproperly attached to the front frame member 2. The eyed portions 55 arepivotally mounted on studs which are properly secured to the engine unitI. The brackets it and clamps and bolts 64 may be eX- tended along thecurve of the springs II to reduce the transverse horizontal movement asdesired.

Figure 6A is a fragmentary view showing part of the attaching andsupporting portion of the bracket it and the eyed G-spring II. Thebracket i9 is similar to the bracket It in Figure 6', the only variationbeing in the elimination of the clamp and bolts as shown at 64 of Figure6. The arcuate portion 29 of the bracket i9 is formed to be concentricwith and fit the loop of the spring Ii. It will be seen from Figure 6Athat under the action of the transverse forces in one direction only,the spring II will be allowed to move away from the portion 28 of thebracket 59, so that but one spring at a time acts to resilently opposetransverse horizontal movement and therefore this construction is moreflexible horizontally than the Figure 6 construction.

Figure 6B shows a portion of the spring I I and a portion of the bracketI9" wherein the curved portion of the spring I!" has no arcuatesupporting portion similar to the portion 253 of Figure 6A. The spring His properly attached to the bracket It" by the bolt 2 I, or in any otherproper manner. It can be readily seen that this construction minus thearcuate supporting portion oi the bracket I9 will offer less support tothe spring i l and result in less resilient resistance to the act-ion ofthe horizontal transverse forces of the engine unit. By using any of theforms as shown in Figures 6, 6A and 6B for supporting the springs II, IIand H" or any other further variations thereof with any one form of eyedC-spring, we can obtain any number of transverse proportions in relationto a given vertical opposition to the action of the engine forces.Figure 6 shows an extreme condition for transverse rigidity, and Figure6B shows the condition where the unsupported curve of the spring H"serves to very resiliently oppose the transverse forces. By variation ofthe length of the arcuate portion 20 of the bracket I9 and by variationof the position of the bolt and clamp 64, we can secure any desiredresistance between these two.

Figure '7 shows another form of front mounting construction wherein theeyed C-springs 3 have their clamped portions properly secured to theseats 23 provided on the engine unit I, and the eyed portions I5 of thesprings 3 receive the studs held in the brackets 24. The brackets 24rest upon and are secured to the front frame member 2 and are properlysecured to the fender brace 6 as at i and act as a supporting memberthereto. The eyes of the springs 3 are on the level of the axis ofoscillation as at G--I.

Figure 8 shows a front mounting construction wherein the eyed G-springs3 are properly attached to the spring seats 23' provided on the engineunit I, and the eyed portions 4 are received by the studs carried by thebrackets 5. The brackets 5 rest upon the front frame member 22 and arerigidly attached to the fender braces 6 by means of the bolts I or inany other proper manner, and act as supports therefor. The eyes of thesprings 3 are on the level of the axis of oscillation as at GI andtherefore above the crankshaft of the engine unit.

Figure 9 shows another form of front mounting construction wherein thedouble-ended eyed 6- spring 22 has a fiat portion 25 which rests uponand is secured to a pedestal 26 which in turn rests upon and is securedto the front frame member 2. The eyed portions I5 pivotally receivestuds which are carried by the engine unit I and which are on a levelwith the point GI in the axis of oscillation.

Figure 1c shows another form of front mounting construction wherein thedouble-ended eyed C-spring 21 is properly attached to the seat 253provided on the engine unit t, and the eyed portions I5 are pivotallymounted on pins carried by the brackets 29, which rest upon and aresecured to the frame or supporting member.

Figures 11 and 12 show a rear mounting con struction wherein arearwardly projecting portion 3% of the engine unit I is so formed as toreceive the member 3 I, which is properly secured to it. A formedportion 32 is properly attached to the rear frame member Ill. The rubberportion 33 is bonded or otherwise properly secured to the portions SIand. 32, and thereby serves to resiliently oppose the movements of theengine unit which at this point are in general about the crankshaft axisas a center.

Figure 13 is a rear view of the rear mounting construction as shown inthe plan view in Figure l. The rearwardly projecting portion 9 restsupon and is secured to the C-springs 8, which in turn rest upon and areproperly secured to the rear frame member ID. The springs 8 foroscillations of quite small amplitude locate the axis of oscillationquite closely at the crankshaft axis, though this does not hold true foroscillations of large amplitude.

Figures 14 and 15 show a rear mounting construction wherein the engineunit I has a rearwardly projecting portion 34 which is of a sphericalform and is received in the split bracket portions 35 and 36. Theportion 35 rests upon and is properly attached to the C-springs 8, whichin turn rest upon and are properly attached to the rear frame memberIi).

In this construction, the rear of the engine unit is permitted to movefreely about its axis of oscillation at this point and the springs 8offer no resistance to the torque forces, but provide resilientlyopposed movement in any transverse direction. The spherical portion 34being received in the split bracket portions 35 and 36 tends toresiliently restrict the endwise movement of the power plant withrespect to the frame, but locates the axis of oscillation at thecrankshaft axis at this point.

Figures 16 and 17 show another form of rear mounting constructionwherein the engine unit I has a rearwardly projecting spherical portion34 received in the split bearing portions 31 and 38. The portion 38rests upon the parallel-ended C-springs 39, which are parallel to thecenter line of the crankshaft and rest upon and are properly secured tothe angular portions of the rear frame member 40. This construction also10- cates the rear of the axis of oscillation at the crankshaft.

Figure 18 shows another form of rear mounting construction wherein therearwardly projecting spherical portion 34 of the engine unit I isreceived in the split bearing portions 40 and M.

' The lower split bearing portion 4| is attached directly to the rearframe member 42 and the resulting action of this form of construction atthe rear mounting is wholly pivotal without any opposition to the torqueforces and without any resilience in the opposition to the other forcesat the rear of the engine unit and incident to the operation of theengine unit.

Figure 19 shows another form of rear mounting construction wherein therear of the engine unit I rests upon the leaf springs 43 and 44. Thespring 44 is properly attached to the engine unit I, as at 45, and tothe rear frame member 40, as at 46, and provides resilient opposition totransverse forces at the rear of the engine unit by means of the curvedportion 41. The spring 43 is properly attached to the rear of the engineunit I, as at 48, and the opposite end of the spring is slidably securedto the rear frame member 40 by means of a U-bolt construction, as shownat 49. Both springs act to provide resiliently opposed, verticalmovement and both act to resiliently oppose torque cushioningoscillation of the engine unit and act to quite closely locate one endof said axis approximately at the crankshaft axis. This type ofconstruction is also adaptable to the front mounting construction, inany case the axis of oscillation being located substantially at thelevel of and intermediate the two springs.

Figure 20 is an enlarged section taken through the eye of a C-springwherein the c-spring II is properely held in place by the shoulderedstud 50, which is properly attached to the timing gear cover back plateI! by means of the lock washer and nut 52. A bushing 53 is received inthe eye of the spring II and serves to either resiliently cushionhorizontal and vertical forces or give a freedom of pivotal motion aboutthe stud 50 dependent upon the type of material used for the bushing 53.The portion 53 may be of bronze or other proper material to permit theease of pivotal motion, or it may be made of rubber, as indicated in thedrawings, or of any other proper resilient material to permit a slightamount of resiliently opposed transverse, as Well as pivotal, movementbetween the stud 50 and the spring I I at this point.

Figure 21 shows another form of front mounting construction very similarto that set forth in Figure 8, the variation being in the form of and inthe method of attaching the bracket 5' to the front frame member 2 andthe side rail I3.

The bracket 5' is shown to be rigidly attached by means of rivets or inany other proper manner to the frame side rail I3, as at 54, and isrigidly bolted or otherwise properly attached to the fender brace 6, asat I. The eyed C-spring 3 is attached to the engine unit I and to thebracket 5' in a manner similar to the construction shown in Figure 8.

The variation as set forth in this construction resides in two separatedattachments for the bracket 5 to the frame and thus the bracket 5 isindependently supported and acts as a very rigid fender support andpermits the assembly or disassembly of the fenders of the vehiclewithout in any way affecting the motor mounting construction.

Figure 22 shows another form of rear mounting construction wherein therear of the engine unit I has the pads or seats 56 projecting outwardlytherefrom with the springs 55 bolted or otherwise properly attachedthereto, and which have the C-ends 51 so disposed that the attachingportion properly fits the form of the rear frame member 40. The springs55 are so placed as to be substantially on the level of the crankshaftaxis and of the axis of oscillation.

This construction provides resiliently opposed, horizontal and verticaltransverse movements and also resilient opposition to torque cushioningoscillation about an axis whose adjacent end is quite closely located.The normally inactive rubber bumper 55' limits the downward movement:

Figure 23 shows a form of front mounting construction wherein the engineunit I hasa supporting trunnion received in the eye I5 of the mountingspring 65 which is properly attached to and supported by the bracket 66.The bracket 66 in turn rests upon and is properly attached to the frontframe member 2. The spring 65 has the supporting leaf 61, whichstrengthens and stiffens the spring 65. The length, strength and numberof supporting leaves employed will depend upon the conditions of eachcase.

Figure 24 shows a front mounting construction wherein the engine unit Ihas a supporting trunnion properly received in the eye I5 of themounting spring 68. The mounting spring 68 rests directly upon and isproperly attached to the front frame member 2. The spring 68 has asupporting strut 69 which is properly attached to the spring and to thefront frame member 2 and acts as a stabilizing member or bracetherebetween and tends to restrict the resiliently opposed transversemovement of the eye I 5 of the mounting spring 68 in a greater or lesserdegree dependent upon the height at which said strut is attached to thespring. The eye I5, of course, locates the front end of the axis ofoscillation.

Figure 25 is a plan view wherein the engine unit I is mounted upon arear mounting construction as shown in Figure 22, with a front mountingconstruction as shown in Figure 24, and with the addition of a torquespring 'II, as further illustrated in Figure 27.

The front of the engine unit I is pivotally supported upon the spring68, which is properly attached to the front frame member 2.

The spring 68 is supported by the strut or brace 59 properly attached tothe spring 68 and to the front frame member 2. This brace 69 givestransverse horizontal stability to the spring 68. The rear of the engineunit I has the spring seats integral with the rearwardly projectingporto which the springs 55 are properly at 75 tion 30' tached and whichsprings 55 rest upon the rear frame member 40 and are properly attachedthereto.

The torque spring II is attached to the pad 72 provided on the engineunit I and the outer end of the torque spring is received by the metaland rubber bracket I3 or in any other proper manner in such a way as toresiliently oppose the torque cushioning movements of the engine unit.

The front and rear mountings as shown in this construction are sodisposed as to cause the line Gil-G2, drawn through the centers ofaction of the respective mountings, to pass substantially through thecenter of gravity G of the engine unit.

Figure 26 is a side view of the mounting construction shown in Figure 25and serves to show more clearly the position of the torque spring II ifextended into this plane as at A. A line GIG2, drawn through the centersof action of the front and rear mountings, passes substantially throughthe center of gravity G as well as the point A at which the torquespring I I if extended would intersect the line GIG2.

The axis of oscillation may be made parallel to the crankshaft, asG2--G4, or the axis may be made to slant downward toward the front, asG3GE. Both of these changes in the location of the axis of oscillationmay be made by changing to front and rear mountings of the properheights, while still maintaining the axis substantially through thecenter of gravity G.

Figure 27 is a partial transverse section taken through the bell housingof the engine unit I and showing the mounting of the torque spring II.The point A denotes the location on the axis of oscillation of the pointfrom which the torque spring, if extended, would project radially. Thespring II is properly attached to the pad 12 of the engine unit I and isalso received in the rubber and metal bracket 13, which is properlyattached to the frame side rail I3. This method of mounting the torquespring radially with respect to the x axis of oscillation tends toresiliently oppose the torque forces of the engine unit with the leastpossible introduction of forces of a transverse, horizontal or verticalnature, or of a combination of such forces.

Figure 28 shows a rear mounting construction wherein the rearwardlyprojecting portion 30a of the engine unit I has provided thereon thepads I4 to which the springs 75 are properly attached and which springsrest upon and are properly attached to the rear frame member Iii. Therestricting brackets I5 are attached to the rear frame member I9 at thesame points as the springs I5 and rest thereupon. The brackets I6 haveopenings I'I provided therein to per mit the normal movements of thesprings I5. These openings and brackets serve to restrict and opposeexcessive vertical movement at this point of the motor mounting after asmall predetermined free movement. It can readily be seen that undernormal movements the rate of the springs I5 in opposition to the forcescausing said normal movements will be considerably lower than the rateof the spring in opposing excessive movement after it has come incontact with the brackets at the openings 17 of the restricting bracketsI6, and by virtue of this dual effect we have named this type ofconstruction the double quantity spring.

This construction is identical with one shown and described in oursupplementary and co-pending application known as the Clampedaxis-locating engine unit mounting.

It will be seen that the springs I5 are greatly stiifened againstvertical movement when they contact the brackets I6 but still provide aspring mounting. Also the only stiffening of the action of the springsI5 in a transverse horizontal direc- 7 tion is due to frictionalengagement with the brackets I6.

Figure 29 shows a double quantity spring r.. cunting adapted to thefront of the engine unit. The e ale unit I has a. mounting stud whichproperly received by the eye I5a. of the mounting spring which restsupon and is properly attached to the supporting bracket I9. The bracketF9 in turn rests upon and is properly ated to the front frame member 2.The res ting bracket 83 co-operates with the spring and with the springI3 is properly attached to the supporting bracket I9. An opening 8| isprovided in the bracket SI), through which the spring it passes so as tonormally permit the entire spring to resiliently oppose the normalvertical movements of the engine unit at this. point. Any movement ofthe engine unit beyond such normal limits is more rigidly opposed whenthe horizontal portion of the spring 18 comes into contact with therestricting bracket 80 and serves to resiliently yet firmly limit themovement of the engine unit at this point.

It will be noted that normally there is no restriction upon thetransverse, horizontal movement of the engine unit as provided by theloop of the spring I8, but when the spring contacts the bracket 88 thefriction of this contact also acts to resist transverse, horizontalmovement.

Figure 30 shows a front mounting construction wherein the engine unit Ihas mounting studs at the height of the axis of oscillation properlyreceived in the eyes I5 of the mounting springs 53, which rest directlyupon and are properly attached to the front frame member 2 and are alsoproperly attached to the mounting springs 68' and to the fender braces 6in such a manner as to restrict the transverse horizontal movements ofthe springs 68 by shortening the free spring length and as to act as avery rigid fender brace. The bracket 82 is so designed as to permit easeof assembly and disassembly of the engine unit and the frame as well asthe fenders and the frame.

Figure 31 shows a front mounting construction wherein a, single eyedC-spring 83 is used with the eyed portion on the level of the axis ofoscillation and carried by a mounting stud at the front of the engineunit. The spring 83 has its attaching portion rigidly secured betweenthe support 85 and the brace 85, which parts in turn rest upon and areproperly secured to the front frame member 2. The mounting stud I5" onthe engine unit is properly received in the eye of the spring 83 and thebushing 84, which is of rubber or any other proper material, serves toprovide the desired freedom of pivotal motion and permits a slightamount of transverse movement in all directions. in addition to thatprovided by the three-quarters wrap of the spring 33.

Figure 32 shows a rear mounting construction wherein the rearwardlyprojecting portion 30b of the engine unit is received in the large eyeof the C-spring 51, which is provided with the bushing 89, made ofrubber or any other proper material so as to provide the desired freedomof pivotal motion at this point of the mounting structure, as well as aslight additional amount of transverse movement in all directions. Therubber bushing 39 ofiers resilient resistance to a slight amount oftransverse movement in all directions in addition to that provided bythe spring 8?. The spring 8'! has the supporting or assisting portion 88which rests adjacent to it and is rigidly secured to the rear framemember 40 along with it. This supporting portion 88 tends to assist thespring 87 in resisting the transverse, horizontal forces at this pointof the mounting structure and in some cases it may be found that its useis wholly unnecessary. The form of the spring it? may be varied as inFigure 32A, if desired.

Figure 32A shows a rear mounting construc tion similar to that describedand illustrated in Figure 32, and designed with the purpose in mind ofobtaining a shorter free spring length and therefore a more rigid rearmounting. The rear- Wardly projecting portion 3% of the engine unit isreceived by the bushing 89 which is made of rubber or any other propermaterial and rests in the large eye of the spring 81, which in turnrests upon and is properly secured to the rear frame member 43. Thespring 87' is of such form and design that its resilient resistance totransverse forces at the rear of the engine unit is greater than thatprovided by the spring designated as 81 in Figure 32, and the use of asupporting leaf designated as 88 in Figure 32 is apparently unnecessarywith this shorter free length type of spring.

Figure 33 is a plan view showing the engine unit I properly supported onits frame l3 by means of a front mounting construction, such as shown inFigure 31, a rear mounting construction, such as shown in Figure 32, andwith the addition of a torque spring construction, such as shown inFigure 35. The axis of oscillation of the engine unit is shown as a lineGI-G2, which intersects the centers of action of the front and rearmountings and the center of gravity designated as G. Different heightsfor the front mounting may be employed as desired to vary the slant ofthe axis of oscillation.

Figure 34 is a side View of an engine unit mounting showing theconstructions illustrated in Figure 33. The axis of oscillation is shownas the line GlG2 and passes through the centers of the front and rearmountings and intersects the center of gravity as shown at G. The torquespring mounting is shown as at 12' and is located on the line GI-GZ inthis plane.

If the position of the rear mounting remains the same, variation of theheight of the front mounting may cause the axis of oscillation to passabove or below the center of gravity G.

Figure 35 is a section taken through the bell housing of the engine unitat the location of the torque spring mounting. The torque spring H isproperly attached to the engine unit on the pad 12 and is so positionedas to project radially from the aXis of oscillation to its point ofattachment to the frame as shown at 13.

The point A designates the position of the axis of oscillation at thelocation where this section was taken. The connection 13 of the torquespring to the frame side rail is such that it will resiliently opposemovement of the torque spring end in all directions and is shown on alarger scale in Figure 35A.

The portion 12 on the bell housing is so formed that under action of thetorque forces a rolling action takes place and the bottom of the pad 12'rolls into contact with the torque spring H thus making the spring Hprogressively shorter and hence stiffer. Another member 95 is bolted inplace at the bottom of the spring H to give this same rolling contactaction and effect upon rebound or oscillation of the engine unit in theopposite direction resulting from the torque forces.

Figure 35A is an enlarged fragmentary view of the mounting of the torquespring end resiliently to the frame side rail I3.

The end of the torque spring H has secured therein the bolt 98 whichpasses through the two rubber members 96 one of which is above theflange of the frame side-rail and the other below and both of which areproperly held in place on the bolt by the slightly cupped washers 9! andthe nut. The flange of the frame side-rail I3 is provided with anopening of suflicient size and clearances so as to permit the bolt 98 topass through it and so that at no time even under action of the torqueforces will it contact the bolt with the frame. The upper rubber member96 resiliently cushions the action of the torque forces and the lowerrubber resiliently opposes the rebound therefrom.

Figure 35B shows another form of resilient connection of the torquespring end to the frame side-rail, wherein the bolt 98 is properlysecured in the flange of the side-rail I3 and projects downwardly andreceives thereon the two rubber members 96 one above and one below thetorque spring end H. The washer 9i" and the nut on the bolt 98' act tohold these parts assembled. The torque spring end H acts between the tworubber members and a hole of sufiicient size for clearances is providedtherein so that the bolt 98 which passes through it will at no timeunder any conditions contact it. Any other proper resilient torquespring mounting constructions may be used so long as they provide theproper anchorage and operation of the torque spring.

Figure 36 is a sectiontaken through the forwardly projecting stud 15 ofFigure 31 which is properly secured to the engine unit. The stud I5 isreceived in the eye of the spring 83 and the bushing 84 which is made ofrubber or any other proper material serves to provide the requiredpivotal motion at this point along with resilient resistance to a slightamount of movement in any direction. The bushing 84 has provided thereonthe flange portions 92 to rest between the spring 83 and the cover plateof the engine unit I on one side and between the spring and the washer90 on the other side in such a manner as to resiliently restrictmovement of the engine unit in the fore and aft directions.

Figure 37 is a section taken at the rear of the engine unit as shown inFigure 32. The rearwardly projecting portion 30b of the engine unitrests directly in the bushing 89 which is formed of rubber or any otherproper material so as to provide the desired pivotal motion at thispoint, plus resilient resistance to a slight amount of movement in alldirections. The bushing 89 has provided thereon the flange portions 93which rest between the spring and the flange 94 at one side and betweenthe spring and the washer 9| on the other side thus serving toresiliently restrict any movement of the engine unit in an endwisemanner with respect to its frame.

The bushings for the front and rear mountings may be provided with theportions for the restriction of endwise movement of the engine unit withrespect to its frame as shown and described in Fi ures 36 and 37, or theflange portions may be eliminated and a straight bushing used where itproves satisfactory. The fiange parts 92 and 93 of Figures 36 and 37,while being referred to as being parts of the bushings, may, if desired,be made from extruded rubber cut to the proper lengths to form rubberwashers and fitted on either side of the eyes of the springs therebygiving a construction of low cost and simple assembly.

Whereas these bushings, as stated in the foregoing, are to beconstructed of rubber or any other proper material, they may, if sodesired, be made of bronze, steel, or any other proper metallicsubstance where the resilient opposition to a slight amount of movementin all directions and the benefits of sound and vibration deadeningqualities of rubber are not required.

In Figures 11 through 19, 22 and 28 we show rear mounting constructions,any one of which may be used with any form of front mountingconstruction as set forth in this patent, or with any other frontmounting construction and sta bilizer construction if needed. All ofthese rear mounting constructions will under any and all conditionsquite closely though resiliently preserve the position of the adjacentend of the axis of oscillation, while permitting torque cushioningoscillation about said axis, in some cases said torque cushioning effectbeing absorbed wholly by the front mounting, or by a stabilizer, or bycombined stabilizer and front mounting, and in other cases by both thefront and rear mounting, or even by the rear mounting alone or combinedwith a stabilizer.

Figures 11, 12', 13, 19, 22 and 28 show constructions which assist inresiliently opposing the torque forces of the engine unit in a greateror lesser degree.

Figures 14-18 serve to Very closely define and preserve the position ofthe adjacent end of the axis of oscillation and in no way assist inresiliently opposing the effects of the torque forces of the engineunit.

In our experimenting with front mounting constructions, we have learnedthat various forms and shapes of springs are necessary to obtain theresults desired for various peculiar sets of conditions, along with theproper angular positioning with respect to the axis of oscillation ofthe attaching end of the spring, whether it be to the supporting memberor the engine unit. More specifically, every different angle at whichthe attaching end is allowed to rest gives a different set of transverseand vertical resilient resisting forces.

In Figures 3, 4 and 6 we show an eyed G-spring identical in form in eachcase and rigidly attached to the supporting member, but by virtue of itspositioning and the disposal of the attaching portion we secure threedistinct sets of results, any of which might be used, or any one ofwhich might be preferable under any given set of conditions.

In Figure 6A we show a supporting bracket formed to fit the spring whichspring is identical with those mentioned above in Figures 3, 4 and 6, ona portion of its curve. This supporting bracket would tend to increasethe resilient resistance to the transverse forces set up by the engineunit, whereas without the arcuate supporting portion as shown in Figure6 the result is to reduce the resilient opposition to the transverseforces. Hence, diiferent values of transverse opposition forces can bearrived at by varying the length of the arcuate portion.

In Figure 5 we show an eyed C-spring with a reverse curve and rigidlyattached to the supporting member, which in some cases may be far tooflexible and yet in others may give the ideal front mountingconstruction where the proper lengths and relations of the spring curvesare arrived at.

Figures '7 and 8 show front mounting constructions wherein identicaleyed C-springs are used, but the position and angles at which they areattached to the engine unit I are different and provide differentrelative vertical and horizontal resilient resistance and are thereforesuited to different sets of conditions.

Figures 9 and 10 show two different front mounting constructions whereintwo dilferent one-piece double-ended eyed C-springs are used. Figure 9shows a construction wherein the spring is attached to the supportingmember and Figure 10 shows a construction wherein the spring is attachedto the engine unit.

In all the front mounting constructions shown, the level of the eyes issubstantially at the center of oscillation of the engine unit at thispoint, the variation being chiefly in the transverse location of theeyes with respect to the said axis of oscillation and in the method andthe angle of attachment of the spring to either engine or support.

Having now described our eyed axis-locating engine unit mounting, whatwe claim as new and desire to protect by Letters Patent is as follows:

1. In a vehicle, the combination of an engine unit and at least twolongitudinally spaced resilient mounting structures supporting theengine unit and supported by the vehicle and constructed and arranged toprovide for resiliently opposed transverse movement in any direction,combined with resiliently opposed torque cushioning oscillation about alongitudinally extending axis approximately intersecting the axis of theengine crankshaft adjacent the rear mounting structure and being spacedabove the crankshaft axis adjacent the front mounting structure, atleast one of said mounting structures being composed of resilientmetallic means providing for resiliently opposed movement in at leasttwo directions and connected to the vehicle and to the engine unit, atleast one of said connections being pivotal, said pivotal connection ofsaid resilient metallic means being approximately at the height of saidaxis of oscillation.

2. In a vehicle, the combination of an engine unit, and at least twolongitudinally spaced, resilient mounting structures supporting theengine unit and supported by the vehicle and constructed and arranged toprovide for resiliently opposed transverse movement in any direction,combined with resiliently opposed torque cushioning oscillation about alongitudinally extending axis approximately intersecting the axis of theengine unit crankshaft adjacent the rear mounting structure and passingthrough substantially the entire length of the engine unit, at least oneof said mounting structures being composed of resilient metallic meansproviding for resiliently opposed movement in at least two directionsand connecting the engine unit and the vehicle, one of said connectionsof the resilient metallic means having pivotal supports locatedapproximately at the height of said axis of. oscillation and on oppositesides thereof.

3. In a vehicle, the combination of an engine unit, and at least twolongitudinally spaced resilient mounting structures supporting theengine unit and supported by the vehicle, said resilient mountingstructures being constructed and arranged for yielding movement of theengine unit in all directions, at least one of said mounting structuresbeing composed of resilient metallic means providing for resilientlyopposed movement of the engine unit and connected to the engine unit andto the vehicle, one of said connections including pivotal connectingmeans, the pivotal connecting means of said resilient mounting meansbeing located to determine a pivotal point for said structure aboutwhich the engine unit may oscillate.

4. In an automotive vehicle, the combination with an engine unit, of, atleast two longitudinally spaced resilient mounting structures forproviding for transverse cushioning in any direction combined withtorque cushioning oscillation about a longitudinally extending axis, atleast one of said mounting structures being composed of metallicresilient means providing for resiliently opposed movement in at leasttwo directions extending transversely of the vehicle and connecting thevehicle and the engine unit, one of said connections of said metallicresilient means being pivotal, the other of said connec tions beingclamped whereby to locate one end of said axis of oscillation by thelocation of the pivotal connection of said metallic resilient means.

5. In an automotive vehicle, the combination with an engine unit, of atleast two longitudinally spaced resilient mounting structures havingconnections with the engine unit for providing for transverse cushioningin any direction combined with torque cushioning oscillation about alongitudinally extending axis extending through substantially the entirelength of the engine unit, at least one of said mounting structuresbeing composed of metallic resilient means providing for resilientlyopposed movement in at least two directions extending transversely ofthe vehicle and the engine unit, one of said mounting connections beingpivotal, whereby the height of the pivotal connection of said metallicresilient means will act to determine the height of one end of said axisof oscillation.

6. In a vehicle, the combination of an engine unit, and at least twolongitudinally spaced resilient mounting structures supporting theengine unit and supported by the vehicle, at least one of said mountingstructures at the front of the engine unit comprising metallic resilientmeans providing for resiliently opposed oscillatory movement of theengine unit and connected to the engine unit and to the vehicle, one ofsaid lastmentioned connections having pivotal connecting means locatedon diametrically opposite sides of a pivotal point determined by saidmounting structure and about which the engine unit oscillates, whichpivot point is on an axis passing through the center of mass of theengine unit and intersecting the crankshaft axis adjacent the rear endof the engine unit.

7. In an automotive vehicle, the combination with an engine unit, of atleast two longitudinally spaced resilient mounting structures forproviding for transverse cushioning in any direction, combined withtorque cushioning oscillation about a longitudinal axis, at least one ofsaid mounting structures comprising metallic resilient means providingfor resiliently opposed movement in at least two directions extendingtransversely of the vehicle and connecting the vehicle and the engineunit, one of said connections of said metallic resilient means beingpivotal, whereby to locate one end of said axis of oscillation by thelocation of the pivotal connection of said metallic resilient means.

8. In a motor vehicle having a frame and an engine unit, the combinationof, at least two longitudinally spaced resilient mounting structuresmounting the engine on the frame and providing for torque cushioningoscillation of the engine unit about a longitudinally extending axispassing through the center of mass of the engine unit and intersectingthe crankshaft axis adjacent the rear end of the engine unit, at leastone of said mounting structures at the front of the engine unitcomprising metallic resilient means extending transversely of thevehicle and connecting the engine unit with the frame, at least one ofsaid last-mentioned connections being pivotal and the other of saidconnections being fixed whereby to locate one end of said axis ofoscillation by the location of the pivotal connection of said metallicresilient means.

9. In a motor vehicle having a frame and an 7 engine unit, thecombination of resilient means mounting the engine unit on the frame andproviding for torque cushioning oscillation of the engine unit about alongitudinally extending axis, said mounting means comprisingtransversely extending bowed leaf-springs yielding to movement of. theengine unit in all directions and connecting the engine unit with theframe, one end of each leaf-spring being clamped and the other end beingsecured against transverse movement by a fixed pivot, the pivots of thesprings being located approximately at the height of the axis ofoscillation and on opposite sides thereof.

10. In a motor vehicle, the combination with an engine unit having atendency to oscillatory movement during operation about a longitudinalaxis, of means for mounting said engine unit in the vehicle andproviding for oscillatory movement of the engine unit, said mountingmeans comprising a pair of bowed leaf-springs having pivotal connectionswith the front end portion of the engine unit at points spaced asubstantial distance above the crank-shaft of the engine unit, saidpivotal connections being located approximately in horizontal alignmentwith the axis of oscillation therebetween.

11. In a motor vehicle, the combination of an engine unit, and at leasttwo longitudinally spaced resilient mounting structures supported by thevehicle and supporting the engine unit for oscillatory movement about alongitudinal axis extending through the center of mass of the engineunit and intersecting the crankshaft axis adjacent the rear end of theengine unit, the mounting structure adjacent the front end of the engineunit being metallic and having a pivotal connection with the engine unitapproximately at the height of the axis of oscillation.

ROLLAND S. TROT'I. W. VINCENT THELANDER.

